Jaguar Xj-s Coupe -- Conservative Chic

Jaguar, thy name is luxury. Even in the aging XJ-S coupe, British class shines through in the gleaming wood, rich leather upholstery and a general air of restrained opulence.

There are cars with more high-tech gadgets (BMWs, say) and higher price tags (Mercedes, for example), but Jaguar has a particular Old World presence all its own.

It also has a 5.3-liter V-12 engine. Imagine it: twice the pistons of your average American V-6 and three times as many as in many cars on the highway. Aside from the more expensive BMW 750iL and a couple of outrageously priced and generally unavailable Italian cars, no other European road-burner has this distinctive propulsion unit, the best reason, I think, for owning an XJ-S.

Other positive aspects of the XJ-S are tenacious but agreeable road- holding and handling and its 2-ton weight, which in less well-engineered land yachts would win no prizes.

The superb V-12 engine, which in greatly altered form lies at the heart of Jaguar's world-championship racing cars, flexes its 262-horsepower muscle via a three-speed automatic transmission. If the horsepower seems anemic next to that of a '60s-era muscle car, the XJ-S makes it up on the high end, with a factory-rated speed of about 140 mph.

An automatic transmission in a less-sophisticated car would give pain to the performance-minded; but engine and transmission work harmoniously to put the XJ-S over the road with much hustle and little fuss.

The 1960ish design, with large rear-window sail panels that severely hamper rear vision and the sleek, if familiar, body, still cranks up enough magnetism to turn heads.

EPA ratings of 13 miles per gallon in the city and 17 mpg on the highway, saddling the XJ-S with a $1,500 gas-guzzler tax, are par for the European luxury-car course but distinctly unappealing.

But if you must be an auto wastrel, the splendid XJ-S is one way to go. A flashier route is the $58,826 convertible model, provided you can find one.

Acceleration: It scoots to 60 mph and beyond with such gentle grace you hardly will know you're there.

Transmission: One of the finer uses of a General Motors three-speed automatic.

Economy: EPA-rated at 13 mpg in the city and 17 mpg on the highway. That is not notable, but not extreme either, given the car's thirsty 12 cylinders and considerable weight.

HANDLING

Routine handling: Few are 4,015-pound cars that tame the road the way this one does. It is neither jumpy nor high-strung, but its thoroughbred racing bloodlines are unmistakable.

Braking: The power-assisted four-wheel discs with anti-lock brakes made for quick stops on roads wet or dry.

RIDE AND NOISE

Ride: The suspension is almost sports-sedan firm, but it still manages a decent amount of large-car comfort. The weight of the car helps to keep things down to earth. Particularly reassuring was the way it carved a path through

deep puddles with none of that floating sensation felt in other cars.

Noise: The slightest of interior tickings on rough roads.

SEATING

Driving position: The bucket seat is snug, with a deep pocket and power lower- back adjustment. A telescoping wheel helps with the fit.

Rear seating: Very occasional seating for tiny people. No headroom to speak of and precious little legroom when the front seats are pushed back.

CLIMATE CONTROL

Air conditioning/heating: Set it on the temperature you like and forget it. A pullout temperature-control knob allows you to vary

fan speeds for quiet operation when gabbing on your cellular phone.

Ventilation: Only the front windows lower, which deprives you of the feeling of wide-open spaces. The automatic climate control is preferable.

CONVENIENCE

Controls: Things are pretty much in reach, except for the turn signal, which is set so far forward it requires some groping even when the wheel is pushed in. Otherwise the car practically drives itself with gentle input from the